Control of railway trains



2 Sheecs-Sheet 1 March 11 1924.

' .A. R. ANGUS CONTROL OF RAILWAY TRAINS Drginal Filed Sept. 1918 March I1 ,-1924. 1,486,558

A. R. ANGus CONTRCL OF RAILWAY TRAINS original Filed segg, al, 1918 2 sheeis-sheet z Patented Mar.' 11, 1924.

" UNITED STATES ARTHUR REGTNALD ANGUS, OF LONDON, ENG-LAND.

CONTROL F RAILWAY TRAINS.

Original application filed September 5,

To all whom it may concern.' Y y Be it known that I, ARTHUR REGINALD ANGUs, a citizen of the ACommonwealth of Australia, residing at London, England, have invented new and useful Improvements Relating to the Control of Railway rFrains, of which the following is aspecication.

The invention forming the subject-matter of the present application for Letters Patlo ent, which is a division of my application .for Letters Patent Serial No. 252,779 tiled 5th September 1918, relates to apparatus for electrically controlling railway trains or *sepa-rate vehicles (hereinafterreferred to as i5 trains) by means of track apparatus.

Such apparatus according thereto coinprises train apparatus including means, 'preferably non-electrical, adapted to tend normally to produce a Warning and/orstop- 2o ping operation but to be normally restrained from so doing solely by the energia-ation of Y electrical restraining means adaptedto be energized solely owing to the receipt by the trainapparatus `from track apparatus of electricity of one or another frequency but only in the case of the agreement between the frequency of the said electricity and the position of means on the train adapted to assume different positions in accordance :so with the directions of travel of the train so that the Warning and/or stopping operation would be brought about by failure of energization of the restraining means both in the case of failure of the receipt of the electricity and in the case of disagreement between the frequency of the electricity and the position of the means adapted to assume di'lferent positions in accordance with the directions of travel of the'train.

The invention, which comprises the features defined in the claiming clauses hereof, is illustrated by the accompanyingl drawings, Which represent diagrammatic-ally an example of apparatus according thereto.

Fig. 1 represents three sections of a track provided With means for enabling a signalman to control the movements of trains thereon by connecting therewith and disconnecting therefrom two sources of elec- 50' tricity differing in frequency; and

Fig. 2 represents train apparatus suitable for use in conjunction with the track apparatus shown in Fig. 1.

In the apparatus shown in Fig. 1 the running rails on one side of the track 'are elec- 1918, Serial No. 252,779. Dividedand Vthis applicationiled March 25, 1922. Serial Nk). 546,795.

trically continuous, and the running rails 2 0f the section l, the running rails 3 of the Vsection Il, andthe running rails 4 of the sectionll on the other side of the track are similarly electrically continuous, Whilst the rails 2, 8, and l of the several Vsections are insulated at 5 from the corresponding rails `of the adjacent sections.

If a switch 166 is moved so that its arm 168 engages a Contact 17 5, one pole of a generator of electricity of a certain frequency is connected by a Wire 169 to a wire 178, Which is connected by a Wire 180, a resistance 181, and a Wire 182 to the railsV 2 of. section I, by a Wire 183, a resistance 184, and a Wire 185 to the rails 3 of section II, andl by a Wire 186, a resistance 187, and a wire 188 to the rails 4 of section Ill.- rlhe rails 1 are connected by Wires 177 and 170 pole 174 of the generator.

If the. switch. 166 is moved so that its arm 167 engages a Contact 176Ione pole of a generator of electricityv of another frequency is connected in a similar manner to the rails 2, 3, and 1, Whilst the rails 1 are connected to the other pole-172 of the generator by the Wires 177 and 171.

to the other Y aov The apparatus on a train for enabling it Y to be given clearance When passing along a :section or to have a Warning and/or stopping operation performed on it, in accordance with the operation' ofthe signalmans switch will now be described with reference to Fig. 2, by means of examples of its operations.

If' the train is to run along the sections in the down direction (the direction from,

section 1 towards section 111), a switch 350y (Fig. 2), adapted to kbe operated by the movement of the reversing gear pf the locomotive, is in the down position A, and the switch 166 (Fig. 1) is in its down position in which its arm 168 is in engage- 'ment Wit-h the contact 175 so that the source by Way of Wheels 200 of the train and their axles 201 to the rails 1, the E. M. F. of the last mentioned source and the resistance of the circuit completed in this case being, of course, such as to cause sufficient elec-V tricity to pass by way of the wheels and axles to effect the operations on the train now to be described. /Vhen the last mentioned electricity passes through the axles 201 some of it is diverted from corresponding ends of the axles 201 by conductors 202 (F ig. 2), which are secured thereto sc as to be in good electrical contact therewith and which extend more or less in parallelism with the axles 201 and are electrically connected by conductors 234 (Fig. 2) with rings 233 secured around but insulated from the axles 201, and from the rings 233 the electricityris collected by brushes 232 and travels by way of a conductor 400, the coils of a relay 330, adapted to be energized by electricity of the down frequency, and a conductor 409, a contact 410, an insulated contact 411 of the arm 214 of the switch 350, and a conductor 412 to the brushes 238 whereby the electricity is transferred to rings 227 corresponding to the rings 233, whence the electricity passes by way of conductors 226 and 204 corresponding respectively to the conductors 234 and 202 to the other ends of the axles 201, whence, it passes by way of the wheels 200 and the rails 1 back to the source of electricity of the down frequency. The passage of the electricity through the coils of the relay 330 causes its armature 401 to engage its contact 405 and electricity consequently passes from a battery 210 by way of wire 211, the coils' of an electromagnet 212, a wire 413, an insulated contact 414 of the arm 214,'a contact 215, a wire 408, the contact 405, the armature 401, a wire 403, a wire 415, a contact 220, an insulated contact 420 of the arm 221 of the switch 350, and a wire 222, back to the battery 210. The energization of the electromagnet 212 keeps its armature 237 (the movable portion of the electro-responsive device 212,237) in the line-clear position shown and thus prevents a warning and/or stopping operation from being performed 0n the train, the armature 237 being adapted to tend always to move into a danger position and thus to allow such an operation to take place except when restrained from doing so by the energization of the magnet 212. In the example of apparatus shown, the armature 237, when in its position of restraint, closes the opening 238 of the train brake pipe 239, keeps a valve 240 in a position for preventing steam or compressed air or the like from passing through a pipe 241 to a pipe 242 leading to a whistle 243 and to a cylinder 244 containing a piston 245 connected with the drivers regulator 246 the valve 240 being adapted to tend always to open when not so restrained by the armature 237. It is obvious that if desired the armature 237 might control in the manner above indicated only a warning or only a stepping operation instead of both.

Similarly the train will be given clearance when on sectionA 1I or HI.

1f the driver of the locomotive endeavours to cause the train to run in the opposite direction by Yoperating the reversing gear, the switch 350 is brought into the up position B and as a result a warning and/or stopping operation is performedV on the train, because no electricity passes through the magnet 212 owing to the fact that although a contact 452 of the switch arm 221 by its engagement with a contact 470 completes a path from the brushes 232 to the brushes 238 in lieu of that broken by the movement of the contact 411 from the contact 410 the path so completed includes not the coils of the relay 330, but the coils Yof a relay 331 which is not adapted to be energized by electricity of the down frequency that is being supplied by the track apparatus and consequently the armature 404 is not attracted to its contact 406 as is necessary to complete the circuit of the magnet 212 broken at 215 but partly made by the' engagement of the contact 420 of the 221 with a contact 425.

If, again, the train is to run in the up direction (the direction from section III towards section I), the switch 350 is in the up position B whilst the switch 166 is in the up position in which it connects the source of electricity of the up7 frequency withy the rails of the sections, and if, for example, a train is on section 1H' electricity of the up frequency passes from the rails 4 through the wheels 200 and their axles 201 to the rails 1, the E. M. F. of the last mentioned source and the resistance of the circuit completed in .this case being such as to causesuflicient electricity to pass by way of the wheels and axles to effect the operations on the train now to be described.

4)Vlien .the last mentionedy electricity passes through the axles 201 some of it passes from corresponding ends of the axles 201 and is collected by the brushes 232 from the rings 233 and,travels thence by way of the conductor 400,`the coils of the relay 331 which is adapted to be energized by electricity of the up frequency but not by electricity of the down frequency, a conductor 453, an insulated contact 452 of the arm 221, a contact 470, a conductor 451, and a ccnductor 412 to the. brushes 238 whereby the electricity is transferred to the rings 227 from which it passes to the opposite ends of the axles'201, whence it passes by way of wheels 200 and the rails 1 back to the source of electricity of the up frequency. The passage of electricity of the up frequency through the coils of the relay 331 causes its armature 404 to engage its contact 406 and electricity consequently passes from the bat tery 210 by way of the wire 211, the coils of the electromagnet 212, the wire 413, the

' (c) means (electrical circuit portions adapt-- insulated contact l414 of the arm 214, the contact 220, the wire 415, a! wire 402, the armature 404, a contact 406, a wire 407, the contact 225, the insulated contact 420 of the arm 221, and .the wire 222 bach to the battery'210. The energization of the magnet 212, as before, prevents a warningand/or stopping operation from being performed on the train.

Similarly the train will be given clearance when on section II or I.

If the driver of the locomotive endeavours to cause the train to run in the opposite direction by operating the reversinc gear, the switch 350 is brought into the c own position A, and as a result a warning and/or Stopping operation is performed on the train because no electricity passes through the magnet 212, owing to a rev-ersal of the facts hereinbefore stated with reference to the drivers operation of the reversing gear in his endeavour to cause the train to run in the direction from section III to section I when the signalmans switch is set for it to run in the direction from section I to section III, the relay 330 now'connected in circuit instead of the relay 331 not being adapted to be energized by electricity of the frequency corresponding to the up po sition of the signalmans switch.

From what has been said it will be seen that whenever electricity fails to pass through the wheels and axles vof the train a warning and/org stopping operation is performed on thertrain by the apparatus Ashownin Fig. 2, andy consequently'if the signalman desires to perform a warning and/or stopping operation on the train on any of the sections all that he has to do is to move the switch 166 so that both sources of electricity are disconnected from the rails of lthe section and therefore no electricity can flow through the Wheels and axles'of the train. f

As will be seen the entire apparatus comprises (a) train apparatus including a receiving portion (the wire 400) and an electro-responsive device (the electromagnet 212 and its armature 237), whose movable portion (the armature 237), isadapted to Aoccupy the line-clear position shown or a danger position (in which it allows a warning and/or c stopping operation to take place) according to the conditio-n as to energization of the electro-responsive device (212, 237), and including also a directioncorresponding part (the switch 350) adapted to occupy different positions in accordance with opposite directions of running of the train, (b) switchingmeans on the track (the switch 166) adapted .to be given different positions according to the directions inrwhich trains are tov be allowed to run,

ed to connect the switch' 166 with the receiving portion 400) adapted to 'cause 'elec-V tric potential to occur inthe receiving portionY (400)` in correspondence with the dif ferent positions ofthe switching means (,166), and (d) means (the rela s 330, and 331, their connections, and the attery 210 and its connections) adapted to co-operate K "corresponding to the line-clear position of the movable portion (237) thereof but only in the case of correspondence between the occurrence of electric potential in the receiving portion (400) and the position of the direction-corresponding part (350) the occurrence of electric potential in the receiving portion (400) for the down direction of running is adapted to cause current of one frequency torpass therethrough and the occurrence of electric potential therein for the up direction of running is adapted to cause current of another frequency to pass therethrough.

Although the relays 330, 401,- and 331, 404 are represented diagrammatlcally in a particular wayfor convenience of illustration it will be understood that theyare of a known construction adapted to enable them to'be caused by the currents in question to operate so as to produce the effects stated.

`What I claim is: c Y Y 1. Train-controlling apparatus comprising on the track switchingmeans adapted to be given different positions according to the directions in which a train is to be allowed to run, means adapted to cause the passage, from running rails on one side of the track to running rails on the opposite side through opposite train wheels and their conductively connecting axles, ofelectricity of two different frequencies in correspondence with said different positions of said switching means respectively, and on a train an electroresponsive device whose movable portion is adapted to occupy a line-clear or a danger position according to the condition as to energization of said electro-responsive de-l vice, a 'direction-corresponding Vpart adapted to occupy different positions in accordance with opposite directions of running of said train, a receiving portion adapted to have producedin it by the passage of electricity as aforesaid through said axles variations lof electric potential corresponding to the frequencies of the electricity so passing, and cooperating means Vadapted to co-oper ate with saidy direction-corresponding part l Vto enable the occurrence of said variations of potential in saidfreceiving portion'to cause aicfondition as to energization of said electroresponsive means corresponding to the lineclear position of said movable portion but only in the case of correspondence between the frequency of the variations of potential in said receiving portion and the position of i aid direction-corresponding part.

2. Train-controlling apparatus comprising on the track switching means adapted to be given different positions according to the directions in which a train is to be allowed to run, means adapted to cause the passage, from runnning rails on one side of the track to running rails on the opposite side through opposite train wheels and their conductively connecting axles, of electricity of two different frequencies in correspondence with said different positions of said switching means respectively, and on a train an electroresponsive device whose movable portion is adapted to occupy a line-clear or a danger position according to the condition as to energization of said electro-responsive device, a direction-corresponding part adapted to occupy different positions in accordance with opposite directions of running of said train, shunt-ing means adapted by contact thereof with said axles to shunt therefrom some of the electricity that would be otherwise caused to pass through said axles, and cooperating means adapted to co-operate with said direction-Corresponding part to enable the occurrence of electricity of the aforesaid different frequencies in said shunting means to cause a condition as to energization of said electro-responsive means corresponding to the line-clear position of said movable portion but only in the case of correspondence between the frequency of the electricity in said shunting means and the position of said direction-corresponding part.

8. Train-controlling apparatus comprising on the track switching Vmeans adapted to he given different positions according to the directions in which a train is to be allowed to run, means adapted to cause the passage, from runnng rails on one side of the track to running rails on the opposite side through opposite train wheels and their conductively connecting axles, of electricity of two different frequencies in correspondence with said different positions of said switching means respectively, and on a train an electroresponsive device whose movable portion is adapted to occupy a line-clear or a danger position according to the condition as to energization of said electro-responsive device, a direction-corresponding part adapted to occupy different positions in accordance with opposite directions of running of said train, shunting means adapted by contact thereof with said axles to shunt therefrom some of the electricity that would be otherwise caused to pass through said axles, and co-operating means adapted to co-operate with said direction-corresponding part to enable the occurence of electricity of the aforesaid different frequencies in said shunting means to cause a condition as to energization of said electro-responsive means corresponding to the line-clear position of said movable portion but only in the case of correspondence between the frequency of the electricity in said shunting means and the position of said direction-corresponding part, said shunting means comprising two conductive rings mounted on but insulated from an axle from which electricity is to be directly shunted, conductors connecting said rings with the corresponding end portions of said axle near to the train wheels thereof, and conductors for connecting said rings with said co-operatmg means.

a. Train-controlling apparatus oom-prising on the track switching means adapted to be given different positionsvaccording to the directions in which a train is t0 be allowed to run, means adapted to cause the passage, from ruiming rails on one side of the track to running rails on the opposite side through opposite train wheels and their conductively connecting axles, of electricity of two different frequencies in correspondence with said different positions of'said switching means respective-ly, and on a train controlling means adapted to tend constantly to produce a danger indication, electrical restrainin(T means adapted when traversed by current to restrain Ythe operation of said controlling means, a direction-corresponding part adapted to occupy different positions in accordance with opposite directions of running of said train, a receiving portion adapted to have produced in it by the passage ofV electricity as aforesaid through said axles variations o-f electric potential corresponding to the frequencies of the electricity so passing, and cve-operating means adapted to co-operate with said directioncorresponding part to enable the occurrence of said variations of potential in said receiving portion to cause the flow of current through said electrica-1 restraining means but only in the case of correspondence Vbetween the frequency of the varia-tions of potential in said receiving portion and the position of said direction-corresponding part.

5. Train-controlling apparatus comprising on the trackswitc-hing means adapted to be given different positions according rto the directions in which aI train is to be allowed to run, means adapted to cause the passage, from running rails on one side of the track to running rails on the opposite side through opposite train wheels and their conductively connecting axles, of electricity of two different frequencies in correspondence with said different positions of said switching means respectively, and on a train non-electrical controlling means adapted to llt,

tend constantly to produce adanger indication, electrical restraining means adapted when traversed by current to restrain the operation of said controlling means, a direction-co-rresponding part adapted to occupy different positions in a-cco-rdance with opposite directions of running of said train, a receiving portion Vadaptedv to have produced y in it by the passage of electricity as aforesaid through saidaxles, variations of electric potential corresponding to the frequencies of the electricity so passing, and cooperating means adapted to (zo-operate with said di- 4rection-corresponding part to enable the occurrence of said variations of potential in said receiving portion to cause the iiow of current through said electrical restraining means butonly in the case of correspondence between the frequency ofthe variations of potential inV said receiving portion and the position of said direction-correspending part.

@Train-controlling apparatus comprising on the track switching means adapted to be given different positions according to the directions in which a train is to be allowed tc run, means adapted to cause the passage, from running rails on one. side of the track to running rails on the opposite side through opposite train wheels and their conductively connecting axles, of electricity of twodifferent frequencies in correspondence with said different positions of said switching means respectively, and on a train controlling means adapted to tend constantly to produce a danger indication, electrical restraining means adapted when traversed by current to restrain the operation of said controlling means, a directioncorresponding part adapted to occupy different positions in accordance with opposite direc-tions of running of said train, shunting means adapted by contact thereof with said axles to shunt therefrom some of the electricity that would he otherwise caused to pass through said axles, and co-operating means adapted to cooperate with said direction-correspending part tov enable the occurrence of electricity of the aforesaid different frequencies in said shunting means to cause the iiow of current through said electrical restraining means but only in the case of correspondence between the frequency of the electricity in said shunting means and the position of said directioncorresponding part.

I7. yTrain-controlling apparatus comprising on the track switching means adapted to be given different positions according to the directions in which a train is to he allowed to run, means adapted to cause the passage, from running rails on oneside of the tra-ck to running rails on the opposite side through opposite train wheels and their conductively connecting axles, of electricity of two different frequencies in correspondence with said different positions of said switching means respectively, and on a train controlling means adapted to tend constantly tc produce a danger indication, electrical restraining means adapted when traversed by current to restrain the operation of said controlling means, a direction-corresponding part adapted to occupy different positions in accordance withy opposite directions -of running of said train, shunting means adapted by contact thereof with said axles to shunt therefrom some of the. electricity that would be otherwise-causedl to pass through said' axles, and co-operating means adapted to co-operate with said directionvcorresponding ypart to enable-the occurrence of said axle near to the train wheels thereof,'

and conductors for connecting said rings with the said co-operating means.

8. Train-controlling apparatus comprising on the track switching means adapted to be given different positions according 'to the directions in which a train is to be allowed to run, means adapted to cause the passage, from running rails on one side of the track to running rails on the opposite side through opposite train wheels and their conductivcly connecting axles, of-electricity Y of two different frequencies in correspondence with said different positions of said switching means respectively, and on a train non-electrical controlling meansV adapted to tend constantly to produce a danger indication, electrica-l vrestraining means adapted when'traversed by current to restrain the operation of said controlling means, a direction-corresponding part adapted to occupy different positions in accordance with opposite directions of running of said train, shunting means adapted by contact thereof with said axles to shunt therefrom some of the electricity that would be otherwise caused to pass through said axles, and cooperating means adapted to co-operate with said direction-corresponding part to enable the occurrence of electricity of the aforesaidY different frequencies in said shunting means to cause the flow of current through said electrical restraining means but only in the case of correspondence between the frequency of the electricity in said shunting means and the position of said directioncorresponding part.

9. Train-controlling apparatus comprising on the track switching means adapted to be given diierent positions according to the directions in which a train is to be allowed to run, means adapted to cause the passage, from running rails on one side of the track to running rails on the opposite side through opposite train wheels and their conductively connecting axles, of electricity of two different frequencies in correspondence with said different positions of said switching means respectively, and on a train non-electrical controlling means adapted to tend constantly to produce a danger indication, electrical restraining means adapted when traversed by current to restrain the operation of said controlling means, a direction-corresponding part' adapted to occupy different positions in accordance with opposite directions of run ning of said train, shunting means adapted by contact thereof with said axles to shunt therefrom some of the electricity that would be otherwise caused to pass through said Lacasse axles, and (3o-operating means adapted to eooperate with said direction-corresponding partto enable the occurrence of electricity of the aforesaid diii'erent frequencies in said shunting means to cause the iowcf current through said electrical restraining means but only inthe case of correspondence between the frequency of the electricity in said shunting means and the position ot said direction-corresponding part, said shunting means comprising two conductive rings mounted on but insulated from an axle from which electricity is to be directlyl axle near to the train wheels thereof, and Y conductors Jfor connecting said rings with said co-operating means.

Signed at London, England, this tenth day of March, 1922,

ARTHUR REGNALD ANGUS. 

